Controlling-valve for fluid-pressure-operated fenders.



E'. A. NELSON & H. E. GILHAM. GQNTROLLING VALVE FOR FLUID PRESSURE OPERATBD FBNDERS.

APPLICATION FILED JUNE 28, 1911. 1,068,91 9.. l Patented July 29, 1913.

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APPLICATION FILED JUNE 28,'1911. 1 ,068,9 1 9. Patented July 29, 1913.

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Y UNITED STATES PATENT OFFICE- FRANK A. NELSON, OF MINNEAPOLIS, MINNESOTA, AND IIAR-RY E. GILHAM, OF SEAT- TLE, WASHINGTON, ASSIGNORS T0 FRED H. LYSON S, TRUSTEE, 0F SEATTLE,

WASHINGTON. f

CONTROLLINGr-VALVE FOR FLUID-PRESSURE-OPERATED FENDERS.

Specification of Letters Patent.

Application filed .T une 28, 1911.

Serial No. 635,886.

sota, and HARRY E. GILHAM, of Seattle,

King county, Washington, have invented certain new and useful Improvements in Controlling-Valves for Fluid-Pressure-Operated Fenders, of which the following is a specification.

The object of our invention is to provide a fluid pressure operated mechanism for controlling the movement of a fender such as may be attached to a street car, and the particular object of the invention is to provide a valve for use with a. fluid Vpressure system by means of which the admission of fluid pressure to the brake and fender cylinders can be controlled.

Other objects of the invention will appear from the following detailed description.

The invention consists generally in various constructions and combinations, all as hereinafter described and particularly pointed out in the claims. v

In the accompanying drawings forming part of this specification, Figure 1 is a sectional view on the line X-X of Fig. 2, l'

showing the construction of the valve, Fig.

2 is a rear elevation of the valve, as shownv in Fig. 5, with a portion of the casing removed.V Fig. 3 1s a sectional view on the line Z-Z of Fig. 1. Fig. 4 is a sectional v view on the line Y-Y of Fig. 1. Fig. 5 is a side elevation showing the fender in full lines in its operative position and in dotted lines in its raised or inoperative position. Fig. 6 is a detail view showing the ports in the valve seat.

In the drawing, 2 represents the car truck, 3 the main fluid pressure reservoir, 4 the auxiliary reservoir, 5 the pipe from the main reservoir and 7 a pipe to the brake cylinders, not shown.

8 is a triple or three-way valve .of ordinary type, such as is generally used in brake systems, interposed in the pipe 6 from the auxiliary reservoir and having a branch pipe `9 leading to the brake cylinder` pipe 7. These pipes all-lead `to the main controlling valve 10, which is provided with a release or exhaust pipe 11. An operating lever 12 is provided for the valve 10. This lever is of ordinary construction, except that it 1s provided with a depending lug 13, for the Vpurpose hereinafter described and is capable of removal from the valve to the opposite end of the car where a similar controlling valve is mounted. in substantially t-he same manner as shown.

14 represents the fender cylinder, there being preferably two in number on opposite lsides of the longitudinal center of the car, :cornected by transverse bracing means 15 supporting the fender 18, that is capable of vertical movement with the plunger. 19 is a life vguard carried by the fender and vertically slidable on a guide 20. The cylinder 14 is supported by a hanger 21 secured to the front of the car frame. The pipe 22 `communicates with the cylinders and has a lcoupling 23 for attaching it to a flexible `hose 24 which communicates with a pipe 25. This pipe 25 has a pipe connection 26 through a check valve 26 with the brake cylinder pipe and also communicates with the valve casing 27 having therein a valve disk 2 8 by means of which the admission of fluid pressure to the cylinders .is controlled. p Referring now to Figs. 1 to 4, we have @shown the valve casing and disk, the latter mounted on a stem 29 and yieldingly held against its seat 30 in the valve casing 27 by means of a spring 31. The valve casing 27 is provided with ports 32, 33, and 34, into which the pipe 5 from the main reservoir, the pipe 25 leading to the fender cylinders, and the pipe 34 from the emergency pipe or the pipe 6, are tapered in the usual way. These ports-communicate respectively with chambers 35, 36 and 37 within the valve casling and a chamber 38 is also provided within said casing communicating with a vport 39 into which the release or exhaust pipe 11 is tapped. The valve disk 28 has a port 41 therein, (see Fig. 2), which is adapted to form a communicating passage between the chambers 35 and 36 in the valve casing as the valve disk is revolved by the rotation of the stem 29. The ports in the valve are so arranged with respect to one another and the valve chambers that when one of the ports registers 'with the chamber communicating kwith the main reservoir port a communicating passage will be established with the `chamber 36 leading to the fender port and so Patented July 29, 1913.

16 represents the plunger of the cylinder that the Huid pressure will pass through the valve from the main reservoir directly to the fender cylinders. The valve stem 29 has a lever 42 mounted thereon connected at one end by an operating rod 43 with a lever 44 that is mounted: on-the*controlling valve l0 in position to be actuated by the lever l2 when it is thrown to the emergency position.

sition, as shown in F ig. 5, and an object onthe track is struck by tlie projecting-rail 45, thei'od 4G will'be actuated throughfthe rock shaft 47, the lever 4S andthe arm 49 to engage the lever 42 and operate it' automatically to admit fluid' pressure to the fender cylinders and to the brake-cylinders; Fluid pressure may also-be admitted to the brake cylinders from the main reservoir through the pipe 5 and the brake cylinder pipe and the controlling valve-l0, the checkl valve 26 opening toward the left and preventing thefluid pressure from flowing to thefender cylinders` thus-allowing the-brakes-to be setl without operating the tender, ify desired.V

All this mechanism corresponds substantially to that shown and describedV in our pending application for Letters Patent of:

the United States, executedJune 14, 1911, and wemake no claiinbroadly to the-same herein except in combination with this peculiar type of valve.

The auxiliary controllingvalve may bereturned'to its normal position by the driver placing his foot on thetreadle 50 provided oir-one endof the lever 42.

The valve herein shown and described has substantially the same functions as the valve shown in our pendingapplication` referred to, but is of1v a type that we preferto use rather'than/the one shown in said application.

7e claim asour invention:A

l. The combination with artruckframe,` of

a fluid pressure brake operatingmechanism mounted therein and includingy afluid pressure reservoir, controlling valve landan apeiating lever therefor, iitiid pressure supply and exhaust pipes, an auxiliary valve con4`- nected with the saidfbrale'controlling mechanism and comprising a casingl having ports for connection with' the main reservoir, said casing alsol having chambers formed therein communicating with said port-srespectively, arotating' dish havingA` ports therein arranged to form cominunicating passages between. said chambers, fender cylinders mounted on said frame andpistons therein, fenders carried by said pistons and voir and fender ports, fender Vcylinders car-` lried by said frame,.pistons forsaid cylinders, a fender mounted on said pistons, a pipe connecting said.y fender cylinders with the fender` portf offsaid-valve, a'pipe connect'- ing thereservoir port ofy said valvew-ith said fluid pressure'reservoir, a branch pipe leading from said fender cylinder pipe tofsaid ,brake cylinderpipe, a check valve in said :ibranchy pipe, saidvalveV having ports form- `ing communicating passagesbetween the ports of said casing and admitting fluid pressure to said fender cylinderpipe and? lsaid brake cylinder pipe simultaneously.

3.- The combination, withv ay truck frame, off a fluid pressure reservoir inountedf therein, a fluid pressure controlling'valve hav-ing a pipey connection with said fluidi pressure reservoir and provided with an exhaust, al ,brake cylinder pipe also communicatinglwithisaidvalve, an operating-lever forsaid valve, an` auxiliary valve communicating with said-huid pressure pipe andcomprising a casing havinoreservoiraiid fender cylinder ports therein, andfchambers within said casing communicating withsaid ports, a rotary dish havingl ports-V therein, formingv feommunicating passages betweensaidzchama brake reservoir pipe, a1 valve having reserlbers, fender cylinders supportedE on said truck frame and having,v pipe connections with said fender port, av fender carriedv said cylinder pipe to said brake cylinder pipe, and? means actuated by the movement said auxiliary valve and admitting fluid brake cylinder pipe simultaneously.l Y

4. The-combination with a-,truclrframe,' of a fluid pressure reservoir mounted therein, a brake cylinder pipe, a valve comprising aV yports therein, fender cylinders carried bvV saidfframe, pistons-for said cylinders, afenfader mountedE on said pistons, a pipe congnecting said fender cylinders with the fender port of'said valveand ay pipe con- Qnecting. the reservoir port' of saidvalve-with said fluidt pressurey reservoir, a, branch pipe leading from saidV fendercylinders pipe to said brake cylinder pipe, a-,disk inountedin said casing and having ports therein, saidf ports formingl communicating passages be# by said pist-ons, a'branch pipeleadingfrom of-"said controlling valve Vlever for operating casing having mainreservoir and fenderl lio pressure to said fender cylindershandto said tween the ports of said casing and admitting fluid pressure to said fender cylindersvpipe and said brake cylinder pipe simultaneously, and means projecting in front of said fender to Contact with an object on the track, and operative connections between said means and said valve whereby said valve will be rotated, said fender lowered and t-he brakes set simultaneously. l

5. The combination, with a truck frame, of a main fluid pressure reservoir and an auxiliary reservoir mounted thereon, a brake cylinder pipe, a controlling valve having an operating lever, a triple valve communicating with said auxiliary reservoir and having a branch pipe connection with said brake cylinder pipe, fender cylinders and pistons therefor, a fender carried by said pistons, an auxiliary valve having pipe connections with said fender cylinders and with said auxiliary reservoir, and means actuated by the movement of said controlling valve lever for admitting fluid pressure to said fender cylinders and opening-the passage through said triple valve between said auxiliary reservoir and said brake cylinder pipe simul taneously.

In witness whereof, we have hereunto set our hands this 14th day of June, 1911.

FRANK A. NELSON. HARRY E. GILHAM. Vit-nesses t GENEVIEVE E. SORENSEN, EDWARD A. PAUL.

Copies of this patent may be obtained for ve cents each, by addressing the "Commissioner of Patents, Washington, D. C. 

